EP2364374B1 - Procede de reparation pour empecher la formation de fissure et ralentir la propagation de fissure dans des structures metalliques pour avion au moyen de martelage par choc laser - Google Patents

Procede de reparation pour empecher la formation de fissure et ralentir la propagation de fissure dans des structures metalliques pour avion au moyen de martelage par choc laser Download PDF

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Publication number
EP2364374B1
EP2364374B1 EP09760152.0A EP09760152A EP2364374B1 EP 2364374 B1 EP2364374 B1 EP 2364374B1 EP 09760152 A EP09760152 A EP 09760152A EP 2364374 B1 EP2364374 B1 EP 2364374B1
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Prior art keywords
surface region
laser beam
laser
wavelength
pulse frequency
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EP09760152.0A
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German (de)
English (en)
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EP2364374A1 (fr
Inventor
Jürgen STEINWANDEL
Domenico Furfari
Nikolaus Ohrloff
Claudio Dalle Donne
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Airbus Operations GmbH
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Airbus Operations GmbH
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    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D10/00—Modifying the physical properties by methods other than heat treatment or deformation
    • C21D10/005—Modifying the physical properties by methods other than heat treatment or deformation by laser shock processing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
    • B64F5/40—Maintaining or repairing aircraft
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D10/00—Modifying the physical properties by methods other than heat treatment or deformation

Definitions

  • cracking and crack propagation may result as a result of accidental damage to an aircraft structure in the form of scratches resulting from improper maintenance.
  • scratches occur in the maintenance of rivet joints connecting two sheets arranged in lap joint.
  • the rivet connections are opened for maintenance and before re-attaching the rivet connections, a corrosion protection or an adhesive paste is introduced between the sheets in the overlap joint.
  • the rivet connections are closed again, with the adhesive paste being partially pushed out of the overlap area.
  • the excess supernatant paste is later removed by the maintenance staff, eg with a knife. there incisions in the sheets often occur near the overlapping joints.
  • KAYSSER W "SURFACE MODIFICATIONS IN AEROSPACE APPLICATIONS", SURFACE ENGINEERING; INSTITUTE OF MATERIALS, LONDON, GB, Vol. 17, No. 4, Jan. 1, 2001, pp. 305-312, ISSN: 0267-0844 , RUBIO-GONZALES C ET AL: "Effect of laser shock processing on fatigue crack growth and fracture toughness of 6061-T6 aluminum alloy", MATERIALS SCIENCE AND ENGINEERING A: STRUCTURAL MATERIALS: PROPERTIES, MICROSTRUCTURE & PROCESSING, LAUSANNE, CH; Vol.386, No. 1-2, November 25, 2004, pages 291-295, ISSN 0921-5093 ,
  • RODOPOULOS CA ET AL: "EFFECT OF CONTROLLED SHOT PEENING AND LASER SHOCK PENING ON THE FATIGUE PERFORMANCE OF 2024-T351 ALUMINUM ALLOY", JOURNAL OF MATERIALS ENGINEERING AND PERFORMANCE, 20030801 ASM INTERNATIONAL, MATERIALS PARK, OH, US, VOL: 12, NO: 4 , Page (s): 414-419, ISSN 1059-9495 ,
  • RUIZ A "Surface acoustic wave velocity measurements on surface-treated metals by laser-ultrasonic spectroscopy", DISSERTATION submitted to the Division of Research and Advance Studies of the University of Cincinnati in partial fulfillment of the requirements for the degree of Doctor of Philosophy, 20040217, Page (s): I - V, 1-146 ,
  • the WO96 / 27684A1 describes a static gas turbine component with a crack susceptible panel on which an elongated, provided by laser Lhock peening with deep residual stress region for deflecting cracks.
  • the GB 2 257 163 A describes a method for improving the crack propagation resistance of alpha-beta titanium alloys by irradiating the surface of the component / sheet with a laser beam after sandblasting.
  • the US 6 203 633 B1 describes a method for altering the properties of a solid material by varying the temperature of the solid material either before or after or before and after the laser shock processing of the solid material.
  • the procedure should make it possible to treat the areas of the damage and at the same time only to cause the least possible weakening of the areas surrounding the damage.
  • the surface should be roughened by the process as little as possible.
  • cracking and crack propagation should be avoided or slowed down particularly economically.
  • this object is achieved by a repair method for preventing cracking and slowing crack propagation in metallic aircraft structures damaged by improper maintenance by means of laser shock blasting with the features of patent claim 1.
  • an aircraft structural part which has a damaged area, the damaged area being a surface damage in the form of a damaged area incineration which has occurred during improper maintenance.
  • the provision is preferably made in a shielded area in order to avoid damage to the periphery by the laser beams.
  • a local shielding of the surface to be irradiated is preferably carried out, since on the one hand the shielding of the entire aircraft due to its size is complex and on the other sensitive aircraft parts, such as the engines are to be protected from laser beams.
  • the aircraft can either be brought under a corresponding stationary shield, for example in a hangar, or be shielded by means of a mobile shielding device.
  • irradiation of a first surface area of the aircraft structure part close to the damaged area by means of a first pulsed laser beam having a first wavelength and a first pulse frequency, wherein energy from the first laser beam is absorbed by the aircraft structure part and a pressure wave passes through the aircraft structure part, the pressure biases generated in the aircraft structure part.
  • the advantages of using laser shock blasting to improve the fatigue strength of certain structural areas and to treat scratch areas are as follows:
  • the maintenance intervals relating to structural strength can be extended. This can reduce operating costs.
  • Aircraft life on the ground during maintenance can be reduced by simply repairing scratches.
  • the flight safety and thus the safety of the passengers can be increased by the improved properties of the support structures.
  • the first surface area is shock-blasted after a first laser shock blasting by means of a second laser beam having a different wavelength and / or a different pulse frequency than the first laser beam.
  • a second surface area near the first surface area is processed by means of a second laser beam having a second wavelength and a second pulse frequency.
  • this second surface area is arranged surrounding the first surface area.
  • different pressure biases can be formed in the component material below the second surface area than in the component material below the first surface area.
  • the power of the first laser beam is varied as a function of the distance of the point of impact of the first laser on the first surface to the damaged area.
  • the pressure biases in the aircraft structural component can be scaled as a function of the distance to the damaged area.
  • the component thus produced has a Druckvorschreibsgradienten, which may preferably increase to the damaged area or even away from it. The gradual transition from the laser shock blasted component material to untreated component material provides for improved fatigue strength of the component.
  • the damaged area is provided with a coating based on plastic after the laser shock blasting.
  • These Coating can seal the damaged area and thus prevent the ingress of moisture into the damaged area.
  • the corrosion resistance can be improved, in particular if a surface coating has been damaged by the damaged area.
  • An anodization can preferably also be carried out.
  • the respective surface area is machined after the laser shock radiation transmitter.
  • roughening of the surface on the component frequently occurs in the region irradiated with the laser.
  • the lasered surface area is particularly preferably abraded, preferably polished or blasted.
  • the laser beam during laser irradiation is guided in web form, wherein the position of the damaged area is detected by means of optical sensors and the laser beam is guided over the aircraft structure part, that a fixed distance to the damaged area is maintained.
  • the sensor-guided path control of the laser beam allows a precise distance to the damaged area to be set.
  • the laser beam can be automatically detected e.g. be performed largely parallel to a linear incision. Thus accidental exposure of the damaged area itself can be avoided if this is not desired.
  • Fig. 1 shows a schematic sectional view of a rivet joint 3 of two aircraft structural parts 1, 2.
  • a first aircraft structural part 1 and a second aircraft structural part 2 are superimposed in overlap. They are held together by riveted joints 3.
  • a damaged area 5 such as may arise, for example, as a scoring when removing sealing pastes squeezed out of the lap joint by means of a knife.
  • the damaged area 5 is essentially linear here and extends into the image plane.
  • Fig. 2 shows a schematic sectional view of a laser shock blasting of an aircraft structural part 1 according to a first embodiment.
  • the aircraft structural part 1 is shown here without the second aircraft structural part 2 and without the rivet joints 3.
  • the damaged area 5 extends into the image plane.
  • a first laser beam 50 is directed to the aircraft structural part 1.
  • the laser beam 50 impinges on the aircraft structural part 1 at an impact point 12.
  • the impact point 12 has a distance A to the damaged area 5 in this procedural stage.
  • the distance A is indicated in the figure by means of a vertical auxiliary line and two arrows.
  • Fig. 3 shows a schematic sectional view of a laser shock blasting of an aircraft structural part 1 according to a second embodiment.
  • a first surface area 10 and a second surface area 20 are provided by the aircraft structural part 1 for a laser shock beam processing.
  • a second laser beam 60 is directed onto the second surface area 20 at an impact location 12.
  • the laser is moved in a web shape over the second surface area 20 and performs laser shock blasting.
  • the laser shock peening of the second surface region 20 is performed in addition to the laser shock peening of the first surface region 10. While the first surface area was laser shock blasted with the first laser beam 50, a second laser beam 60 is used for the second surface area.
  • the second laser beam 60 has different characteristics than the first laser beam 50.
  • the pulse frequency and wavelength of the second laser beam used is different from that of the first laser beam 50 to be different in the material regions below the first surface region 10 and the second surface region 20 Effect material property changes.
  • the pulsed laser beam 60 at the point of incidence 12 of the laser beam 60 produces a plasma due to the sudden removal or evaporation of a thin layer of this surface or coating (such as tape or paint), thereby producing an explosive force .
  • the pressure pulse from the rapidly expanding plasma releases a shockwave traveling in the article.
  • This pressure shock wave caused by the laser pulse leads to deep plastic pressure deformations in the component. These plastic deformations create compressive residual stresses in the material which counteract the formation or spread of fatigue cracks.
  • the method according to the invention can thus effectively stabilize a damaged area against fatigue cracking.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Materials Engineering (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Mechanical Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Optics & Photonics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Manufacturing & Machinery (AREA)
  • Laser Beam Processing (AREA)

Claims (14)

  1. Procédé de réparation destiné à empêcher la formation de fissures et à ralentir la propagation de fissures dans des structures aéronautiques métalliques endommagées suite à un entretien inadéquat au moyen d'un traitement par choc laser comprenant les étapes de procédé suivantes :
    (a) fourniture d'une pièce structurelle d'avion (1) présentant une partie endommagée (5), cette partie endommagée (5) étant une détérioration de surface sous forme d'un fendillement (5) apparu suite à un entretien inadéquat ;
    (b) irradiation d'une première zone de surface (10) de la pièce structurelle d'avion (1) à côté de la partie endommagée (5) au moyen d'un premier faisceau laser pulsé (50) présentant une première longueur d'onde et une première fréquence d'impulsion, le choc laser étant produit autour de la zone du fendillement, l'énergie du premier faisceau laser (50) étant absorbée par la pièce structurelle d'avion (1) et une onde de pression se propageant à travers la pièce structurelle d'avion (1) et génère une précontrainte de compression dans la pièce structurelle d'avion (1).
  2. Procédé selon la revendication 1, caractérisé en ce que la première zone de surface (10) entoure complètement la partie endommagée (5).
  3. Procédé selon la revendication 1 ou la revendication 2, caractérisé en ce que, dans une étape de procédé (c) après l'étape de procédé (b), la première zone de surface (10) est irradiée au moyen d'un second faisceau laser (60) présentant une seconde longueur d'onde et une seconde fréquence d'impulsion, la seconde longueur d'onde et la seconde fréquence d'impulsion étant différentes de la première longueur d'onde respectivement première fréquence d'impulsion.
  4. Procédé selon l'une des revendications précédentes, caractérisé en ce que, dans une étape de procédé (c) après l'étape de procédé (b), une seconde zone de surface (20) à côté de la première zone de surface (10) est traitée au moyen d'un second faisceau laser (60) présentant une seconde longueur d'onde et une seconde fréquence d'impulsion, la seconde longueur d'onde et la seconde fréquence d'impulsion étant différentes de la première longueur d'onde respectivement première fréquence d'impulsion.
  5. Procédé selon la revendication 3 ou la revendication 4, caractérisé en ce que la seconde fréquence d'impulsion est supérieure ou inférieure d'au moins 20 % à la première fréquence d'impulsion.
  6. Procédé selon l'une des revendications 3 à 5, caractérisé en ce que la seconde longueur d'onde est supérieure ou inférieure d'au moins 20 % à la première longueur d'onde.
  7. Procédé selon au moins une des revendications précédentes, caractérisé en ce que la première zone de surface (10) s'étend sur une distance inférieure à 20 mm de la partie endommagée (5).
  8. Procédé selon au moins une des revendications 3 à 7, caractérisé en ce que la seconde zone de surface (20) encercle complètement la première zone de surface (10).
  9. Procédé selon au moins une des revendications 3 à 8, caractérisé en ce que la seconde zone de surface (20) s'étend sur une distance inférieure à 40 mm de la partie endommagée (5).
  10. Procédé selon au moins une des revendications précédentes, caractérisé en ce que la puissance du premier faisceau laser (50) varie en fonction de la distance du point d'impact (12) du premier laser (50) sur la première surface (10) par rapport à la partie endommagée (5).
  11. Procédé selon la revendication 10, caractérisé en ce que la puissance du premier faisceau laser (50) augmente avec une distance croissante du point d'impact (12) du premier laser (50) sur la première surface (10) par rapport à la partie endommagée (5).
  12. Procédé selon au moins une des revendications précédentes, caractérisé en ce que, dans une étape de procédé (y) après l'étape de procédé (b) ou après l'étape de procédé (c), la partie endommagée (5) est revêtue d'une couche à base de matière plastique.
  13. Procédé selon au moins une des revendications précédentes, caractérisé en ce que, dans une étape de procédé (z) après l'étape de procédé (b) ou après l'étape de procédé (c), la première zone de surface (10) et/ou la seconde zone de surface (20) sont usinées.
  14. Procédé selon au moins une des revendications précédentes, caractérisé en ce que, dans l'étape de procédé (b), le premier faisceau laser (50) est dirigé pendant l'irradiation le long d'une trajectoire dans la première zone de surface (10), la position de la partie endommagée (5) étant détectée au moyen d'un capteur optique et le faisceau laser (50) étant dirigé au-dessus de la pièce structurelle d'avion (1) de telle sorte qu'une distance définie (A) par rapport à la partie endommagée (5) est respectée.
EP09760152.0A 2008-12-05 2009-11-26 Procede de reparation pour empecher la formation de fissure et ralentir la propagation de fissure dans des structures metalliques pour avion au moyen de martelage par choc laser Active EP2364374B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US12015808P 2008-12-05 2008-12-05
DE102008044407A DE102008044407A1 (de) 2008-12-05 2008-12-05 Verfahren zum Vermeiden einer Rissbildung und einer Verlangsamung des Rissfortschritts in metallischen Flugzeugstrukturen mittels Laserschockstrahlen
PCT/EP2009/065931 WO2010063643A1 (fr) 2008-12-05 2009-11-26 Procédé pour empêcher la formation de fissures et ralentir la propagation des fissures dans des structures métalliques d'aéronef par traitement par choc laser

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EP2364374A1 EP2364374A1 (fr) 2011-09-14
EP2364374B1 true EP2364374B1 (fr) 2013-06-19

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US (1) US9150941B2 (fr)
EP (1) EP2364374B1 (fr)
JP (1) JP2012510918A (fr)
CN (1) CN102239270A (fr)
BR (1) BRPI0922284A2 (fr)
CA (1) CA2743471A1 (fr)
DE (1) DE102008044407A1 (fr)
RU (1) RU2011117984A (fr)
WO (1) WO2010063643A1 (fr)

Cited By (2)

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Publication number Priority date Publication date Assignee Title
US10035577B2 (en) 2012-11-15 2018-07-31 Airbus Operations Gmbh Reinforced vehicle structural part and vehicle
US10633116B2 (en) 2014-09-08 2020-04-28 Airbus Operations Gmbh Preventing cracks at bolted or riveted joints of aircraft structural parts

Families Citing this family (5)

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Publication number Priority date Publication date Assignee Title
EP2913264B1 (fr) 2014-02-28 2021-06-02 Airbus Operations GmbH Retardement de fissure par martelage par choc laser
CN104480476B (zh) * 2014-11-12 2017-02-22 江苏大学 一种金属损伤件激光热力组合再制造方法
EP3101145B1 (fr) * 2015-06-01 2018-10-10 Helmholtz-Zentrum Geesthacht Zentrum für Material- und Küstenforschung GmbH Procédé de réduction de la vitesse de propagation d'une fissure dans un substrat métallique
CN105648201A (zh) * 2016-03-24 2016-06-08 江苏大学 一种利用激光冲击波提高自修复材料修复效果的方法
DE102017219019A1 (de) 2017-10-25 2019-04-25 Airbus Operations Gmbh Verfahren, Verwendung, System und mobile Laserschockbehandlungsstation zum Laserschockstrahlen eines Bauteils

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US10035577B2 (en) 2012-11-15 2018-07-31 Airbus Operations Gmbh Reinforced vehicle structural part and vehicle
US10633116B2 (en) 2014-09-08 2020-04-28 Airbus Operations Gmbh Preventing cracks at bolted or riveted joints of aircraft structural parts

Also Published As

Publication number Publication date
EP2364374A1 (fr) 2011-09-14
RU2011117984A (ru) 2013-01-10
DE102008044407A1 (de) 2010-06-17
WO2010063643A4 (fr) 2010-08-19
BRPI0922284A2 (pt) 2017-06-06
US9150941B2 (en) 2015-10-06
JP2012510918A (ja) 2012-05-17
US20110290770A1 (en) 2011-12-01
CN102239270A (zh) 2011-11-09
CA2743471A1 (fr) 2010-06-10
WO2010063643A1 (fr) 2010-06-10

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